Electric signal.



No. 884,129. I PATENTED APR. 7,1908.

' A. J. CLEVELAND 6: F. S. BROWN.

ELEOTRIG SIGNAL. Airmol'non FILED MAR. 18, 1907.

Mums-SHE T 1.

. 1112 numus PETERS co., WASHINGTON, n. c

No.-884,129. PATENTED APR. '7, .1908.

JA. J. GLEVELAND M. s. BROWN.

ELECTRIC SIGN AL.

APPLIGATION 'IILED MAR. 18, 1907.

3 SHEETS-SHEET 2 Guam/row PATENTED APR. 7 1908. A. J. CLEVELAND & F. S.BROWN.

ELECTRIC SIGNAL. APPLICATION FILED MAR.18, 1907.

3 SHBETSSHEET 3.

awe idem lZ fale eZarzcZ THE NORRIS FI'rBRs ca., wAsulNurou, n. c.

UNITED STATES PATENT OFFICE.

ARTHUR J. CLEVELAND AND FRANK S. BROWN, OF MINNEAPOLIS, KANSAS.

ELECTRIC SIGNAL.

Specification of Letters Patent.

Patented April 7,1908.

Application filed March 18, 1907. Serial No. 363,142.

enable others skilled in the art to which it appertains to make and usethe same.

This invention relates to new and useful improvements in electricsignaling devices, and it has particular reference to a signaling systemof that type, wherein electrical instruments, such as telephones,telegraph keys, buzzers, and lamps, are carried in the cab of the engineand are constantly in circuit with similar devices in an opposing engineon the same track, signal boXes or terminal stations, whereby theengineer on the moving train may always have verbal or telegraphiccommunication with the operator stationed at any of the above-mentionedposts.

In connection with a signaling system of the above type, the inventionaims as a primary object to provide novel means for closing the circuitbetween the stationary line conductors and the devices in the engine.

The invention aims as a further object to provide a novel construction,combination, andarrangement of parts, for increasing the generalefficiency of the operation and for permitting of a system ofcomparative simplicity and inexpensiveness of installation.

The detailedconstruction will appear in vthe. course of the followingdescription, in which reference is had to the accompanying drawingsforming a part of this specification, like characters of referencedesignating similar parts throughout the several views, wherein,

Figure 1 is a diagrammatic view to show the circuits and circuit closingconnections employed conjunctively with the present invention. Fig. 2 isa plan view of the track rails and conductor rails, with theirassociated parts. Fig. 3 is a side elevation of an engine cab with onewall broken away to more clearly illustrate the cab devices and thecirouit closing mechanism suspended from said cab. Fig. 4 is a detailside elevation of the circuit-closer and its suspension and elevatingmeans. Fig. 5 is a top plan view of the circuit closing mechanism. Fig.6 is a detail side elevation of a brush carried by the cab forcompleting the circuit through the wheels, the tracks having groundconnection. Fig. 7 1s a diagrammatic view on an enlarged scale showingthe connections in one of the engines illustrated in Fig. 1.

Referring specifically to the accompanying drawings, the numerals 1 and2 designate o posed stations at the ends or at suitab e points of atrack.

The numerals 3 and 4 designate the tracks between the stations 1 and 2,and the numeral 5 designates an engine moving on said tracks betweensaid stations. Third-rail conductors 6 and 7 are arranged between thetracks 3 and 4 in parallelism thereto, and are sup orted by insulatedbrackets 8 fixed to saic respective tracks. These conductors are ofconventional form, and are preferably T-irons, although suitablysupported wire conductors or third-rails may advantage ously beemployed. Batteries 9 and 10, or other sources of electrical supply,areprovided at the respective stations 1 and 2.

One pole of the battery 9 has connection with the rail 3 by a Wire 9 andthe corresponding pole of the battery 10 has connection with the rail 4by a wire 10*. Wires 9 and 10 lead from the batteries 9 and 10 into therespective stations 1 and 2. The conductors 6 and 7 at their endsadjacent the respective stations 1 and 2 have connection with wires 6and 6 and 7 and 7 'The wires are in turn connected to respective switchmembers 6 and 6 and 7 and 7 which are designed to connect the respectivewires 6 and 7 with a common mid-wire 1 and to connect the wires 6 and 7with a common mid-wire 2 Branch wires 1 and 2 lead from the mid-wires 1and 2 intothe respective stations 1 and 2. A wire 4 leads from the rail4 into the station 1 and a wire 3 leads from the rail 3 into the station2. Within the station 1 is a mid-wire 1 which is designed to beconnected with either of the respective wires 9 and 4 by switches 9 and4 From the wire 1 leads a branch wire,1 which is designed to beconnected with the wire 1 by a switch 1 Within the station 2 is amid-wire 2 similar to the wire 1 and which is designed to be connectedwith the res ective wires 10 and 3 by switches 10 anc 3 From the wire 2"leads a branch wire 2 which is designed to be connected with the wire 2by a switch 2.

Referring to Figs. 3, 4 and 5, it will be observed that a circuitclosing mechanism 11 is suspended beneath the cab, and that a wire 12leads therefrom. Brushes 13 are provided at each side of the cab forengagement in contacting relation with the wheels 14 and 15 upon therespective rails 3 and 4. Wires 16 and 17 lead from the brushes 13 intothe cab. The wires 16 and 17 have manually controlled switches 18 and19, interposed therein, and at their ends are joined to a common wire20. Between the wires 20 and 12, signaling instruments arbitrarily atelephone apparatus 21 and a telegraph apparatus 22, are interposed. Itshould be here stated that the wires 12 and 20 are joined so as to forma continuous line designed to be electrically connected by a manuallycontrolled switch 23, and that the telephone and telegraph apparatus 21and 22 are arranged in shunt with relationto the main wire 12 by meansof respective wires 24 and 25, having manually controlled switches 26and 27, for cutting said apparatus out of or into the main line circuit.

In Fig. 1, the various signaling instruments are shown duplicated in thestations 1 and 2, the engine 5, of course, traveling in the direction ofthe arrow towards said station 2. Assuming that an engine 28 is on thetracks 3 and 4 between the engine 5 and the station 2, and travelingtowards the station 1, it will, of course, be understood that therelative engagement of the conductors 13 with the tracks 3 and 4 isreversed, so that in the case of the engine 28, the wire 16 has itscurrent i from the track 4 and the wire 17 from the track 3. When theengine 5 travels towards the station 2, the switch 19 is closed and theswitch 18 is o ened, and in the engine 28, the switch 19 is ikewiseclosed and the switch 18 open. Of course, this arrangement may be variedwhen necessary, in accordance with the direction of travel of theengine, as in the case of backing the entire length of a track sectionor block. If desired, an electric lamp 29 may be employed which lamp isin a .circuit 30 arranged in shunt with relation to the main line wire12 similarly to the telephone and telegraph circuits above described.

Referring especially to Figs. 3, 4, and 5, it will be noted that thecircuit closing mechanism 11 comprises a substantially rectangular frame31, having downwardly curved side-bars 32, centrally between which issupported a transverse shaft 33, carrying at its ends trolleys orpulleys 34 and 35, which ride upon the respective conductors 6 and 7.The frame 31' has its front bar 36 pivotally suspended from the cab bymeans of insulated supporting brackets or bearings 37.

The rear bar 38 of said frame has insulated connection with a verticallink 39, projected through an opening in the floor of the cab and at itsupper end having loose pivotal tive conductors 6and 7.

connection by means of the conventional The leconstituted of resilientlyconnected sections,

between which a connecting expansive coilspring 46 is interposed, thefunction of said spring being to force the frame 31 downwardly to thelimit of its movement, so that a good contact may be insured between thepulleys or trolleys 34 and 35 and the respec- 13 is illustrated in Fig.6, in which it will be noted that said brush is carried by an arm orhanger 47, the latter being in turn fixed to a stationary part of thecab.

The wire 12 leads from a cross wire 12 which is designed for connectionwith respective wires 34 and 35 leading from the trolleys or pulleys 34and 35', by means of switches 34 and 35 The manner of use One of thebrushes will be readily apparent from the foregoing description. As theapparatus and system are shown, when an engine as exemplified by the cab5, approaches the station 2, the conductor 7 and rail 4 are in use toafford communication and when an engine, as exemplified by the cab 28,approaches the station 1, the conductor 6 and rail 3 are in use, itbeing understood that the switches 19, 23, and 35 are closed and theswitches 18 and 34 are open. The switch 23 is always closed and theswitches 26, 27, and 30 are closed either directly with the wire 12 orwith the wires 24, 25 and 30 which they control. One of the signalingmechanisms however, must be in circuit with the wire 12 and all of themmay be in circuit with said wire 12 if so desired. In the station 2, theswitches 2 10 and 7 are closed while the switches 3 and 6 .are open.Assuming that the engineer or operator in the cab 5 desires tocommunicate with the operator in the station 2, the switches beingpositioned as aforesaid, the circuit is closed in the usual manner bygiving the call signal with the telephone or telegraph key, so as togain the attention of the operator sou ht. The circuit is completed fromthe ca 5 with the station 2 from battery 10 by wires 10, 2 2 and 7 toconductor 7, from thence by wires 35 and 12*, through wire 12 and thesignaling devices, thence through wire 17, and wheel 15 to rail 4,returning to battery 10 by wire 10. The circuit between the engine 28and the station 1 is similar, the conductor 6 and rail 3 being employedto transmit the current.

' 28, of an engine on the same track moving in from either of thestations to the cabs 5 and I an opposite direction, the various.switchesare manipulated so as to afford communication between the cabs andbetween both the cabs and the stations. By properly adjusting theswitches, the stations 1 and 2 may be likewise brought intocommunication. It is not deemed necessary to set forth these last namedcircuits as the example given is thought to clearly show theconstruction and manner of use and intent of the invention.

The provision of the spring 46 serves to prevent the trolleys 34 and 35from leaving the track, when the engine is rounding curves, or fromvibration, the function of said spring being to absorb shocks.

While the elements herein shown and de scribed are well adapted to servethe functions set forth, it is obvious that various minor changes may bemade in the proportions, shape, and arrangement of the several parts,without departing from the spirit and scope of the invention as definedin the appended claims.

What is claimed, is

In an electric signaling system, the combination with an engine cab andrail conductors, of a circuit closing mechanism comprising a rectangularframe pivotally suspended at one end thereof beneath said engine, atransverse axle carried by said frame, contact trolleys provided on theends of said axle for engagement with said rail conductors, and meansfor raising and lowering said frame comprising a lever pivoted in saidcab and having an angular arm projecting beyond its pivot, and a linkpivoted to the end of said arm and t0 the end of said frame opposite thepivotal suspension thereof, said link including resiliently connectedsections.

In testimony whereof, we affix our signatures in presence of twoWitnesses.

ARTHUR J. CLEVELAND. FRANK S. BROWN.

Witnesses:

JOHN STRATTON, DAVID BURNS.

